Valve operating mechanism



May 16, 1939-. R. c. RUSSELL VALVE OPERATING MECHANISM Filed Aug. 19, 1932 6 Sheets-Sheet 1 INVENTOR ROBERT C. IPUSELL y May 16, 1939. R. c. RUSSELL VALVE `OPERATING MECHANISM 6 Sheets-Sheet 2 Filed Aug. 19, 1952 INVENTOR ROBERT C. RUSSELL May 16, 1939. R. c. RUSSELL VALVE oPERATNG MEGHANISM Filed Aug. 19,` 1952 y e sheets-sheet 3 INVENTOR m35/W c:` RUSSE/.L

4A'rrommeins lg w May 16, 1939. R. c. RUSSELL .2,158,730

VALVE OERATING ME'CHANISM Filed` Aug. 19, 1952 6 Sheets-Sheet 4 m-mn Y Il' 'IIIIIIIIIIIIL l um" I 6 7 '7/ lNvEN'roR ROBERT C. RUSSELL ".5 BY A R- @UWM 68 I ATTORNEYS R. c. RUSSELL 2,158,730

.VALVE OPERQTING MECHANISM Filed Augf 19, 1952 e sneetssheet 5 May 16, 1939.

INVENTOR ROBERT C. RUSSELL A'rr RNEYS XI'ITY @1m/my N `.IlllI-Illllllll `IIIIIIl-Illllllllll May 16, 1939. R. c, RUSSELL VALVE .OFERATING MECHANISM y 6 Sheets-Sheet 6 Filed Aug. 19, 1932 x/////////V//Y///a 5 7 iwf@ w l Q/v a if May u16, 1939 BSSUE@ MAY 13 194i VALVE OPERATDWG MECHANISM Robert C. Russell, Dallas, Tex., assigner to Eaton Manufacturing Company, Cleveland, Dillo, a

corporation oi' 0h10 Application August 19, 1932, Serial No. 629,474

45 Claims.

s invention relates to valve operating mechanism and more particularly to automatic or seit adjusting and hence silent valve lifters or valve tappets for useprimarily in connection with s internal combustion motors to maintain a noclearance operating engagement between all parts of said mechanism.

It is a well known fact that the exact time of closing and opening the valves, in relation to the position of the piston in an engine cylinder, are important factors which' affect the performance of the engine or motor. A quick opening and quick closing valve increases engine horse power but`has two denite disadvantages, namely, noisy operation and short life for the valve operating mechanism. On the other hand, a slow or gradual openingand closing valve has the two advantages of being quiet in operation and of longer life but does not afford high motor eiliciency. 20 Even with the slow opening and closing valve,

having the advantages just named, great destructive forces are set up at high speed due to the necessary operatingclearance between the cam and valve mechanism now in general use, and

,25 this destructive tendency increases with the spiced ci the engine.

another disadvantage `of conventional valve mechanisms arises from variations inthe length ol the valve stem or push rod and other operat- 30 parts, thus varying the operating clearance which is caused by changes in temperature, thereby resulting in the constantly changing time of valve opening and closing actions, and consequently lowering the motor eiiiciency. A comg5 pensating, i. e., self adjusting, valve mechanism which will constantly maintain its operating Bclcance at aero or at a rio-clearance relation, despite variations in temperature and wear of pam, renders practical the use of quick openw ing and closing valve operating mechanism, prolcs its life even at high speed, and chords accurately uniform and unvarying valve tg.

lt is, therefore, a general purpose of this invention, to produce novel self adjusting or com- 4g pcnsating valve tappets or lifters for operating the spring loaded valves, usually poppet-type vulves, in relation totheir seats, as used generally wmgry, eesarid the like, and to automatically maintain a no-clearance operatu up ing engagement or relationshinp between all parte oi the mecha intermediate ythe engine or mane driven cam and the valve seat in the cylinder. "lhe invention promotes operating efdciency, improves valve timing, avoids impact of 5c parte, avoids weer and destructive hammering (Cl. 12S- 90) of the valve seats, and eliminates noise and vibration. The necessity for a solution of these problems is especially pronounced in high speed internal combustion motors. In aviation engines. the solution of the problem by eliminating the unusually great valve operating clearance, is highly desirable to increase engine power, avoid valve trouble, and promote safety.

The-invention, therefore, seeks to produce several practical commercial forms ofu silent, auto-A matic, self adjusting valve lifters or tappets and which are not subjected to Wear in the performance of their automatic compensating orf selfadjusting function, and which can be produced sufficiently economically to justify their general use.

In keeping with these purposes, it is my object to produce novel valve litters 'capable of inherently automatic self adjustment or a take up function in the length of all parts of the mechanism for compensation in both directions, i. e., for both contraction and expansion of the valve stem and associated members, occasioned by temperature variation, as Well as for wear at the bearing or engaging and contacting surfaces of all operating parts.

A further object is to produce silent and self adjusting valve tappets of a solely novel hydraulic type and which combine both hydraulic and mechanical features by employing a novel hydro-mechanical principle of dual aspect and which functions in conjunction with a small volume of oil under light pressure and confined in a variable size liquid or hydraulic compensating chamber which increases or decreases in volume to eifect the'self adjusting function and thus maintains the valve operating mechanism in a self adjusted zero-clearance state.

In an hydraulic valve lifter it is important that the inflow of liquid such as oil into the compensating chamber should respond quickly to the slightest compensating movement of the self adjusting elements, but where it is sought to use a spring to seat the tappet control valve, the inow of oil is retarded and thus sensitivity is lost, inasmuch as the spring must iii-st be compressed. 'Il iind that the control valve for the small volume hydraulic lifting chamber should be entirely free of spring means and only urged to its seat by gravity, or hy the upstrolse of the tappet to open the engine valve, or by the pressure in the hydraulic chamber, and certainly not by a spring. it is an object of this invention to produce a valve lifter meeting these conditions by which to attain quick priming of the hydraulic chamber .and instantly added increments of oil to` compensate for the slightest contracting of any operating parts.

It is also found that a free circulation of oil should be provided in a hydraulic tappet, since t compress the same body of oil an infinite number of times causes the oil to become aerated and emulsified into a deteriorated thin jelly-like mass and when in this state it is no longer non-compressible and loses its capacity to actuate the engine valve against its stiif closing spring. Serious defects with hydraulic tappets have been caused by air soaked oil which is a condition found diiflcult to overcome because at high engine speed the tappet reciprocates very rapidly which violently churns and emulsies the oil, more especially so when the oil is under great pressure as indeed it is when lifting the valve against its closing spring unless a great portion of the load or pressure of that spring is eliminated. The supply of oil available for the compensating hydraulic chamber should be fed and bled so that the supply is of fresh oil at all times, otherwise the rapid recprocation of the tappet will churn and render said oil supply useless as a non-compressible body and would fail as such if drawn into the compensating chamber and would not transmit the throw of the cam to open the engine valve. Each valve-opening movement of the tappet should tend to force new oil to the supply receptacle adjacent to and available for feeding the smaller hydraulic compensating lifting chamber and the old oil should pass out through an overflow back to the engine crank case. These desirable features, I now attain by a simple construction of few parts and without special oil pipe leads and Without pressure supply lines or complicated tubing or piping.

A further object of the invention is to produce a valve lifter wherein the hydraulic compensating means or self adjusting unit per se actuates through a greater distance than the corresponding variation or change in length of the valve operating parts, and this results in providing a low compression hydraulic chamber with minimum tendency to force out or lose its oil when opening the engine valve. In other words, the compensators per se in my invention have a proportionately greater travel (say several thousandths of an inch) in maintaining ythe zeroclearance function, than the movement or change in length (say only one thousandth of an inch) of the valve stem or push rod and other parts constituting the engine valve operating mechanism. This characteristic function of my invention produces a quick opening of the compensating oil chamber control valve for the slightest variation in length of the valve mechanism and draws a comparatively large volume of fresh oil into said chamber for a relatively small variation in length of operating parts. 'I'hus by amplifying or greatly increasing the compensating movement of the self adjusting means, relatively to the shorter change in length of the valve stern and other parts, a rapidly filling and self priming tappet is produced. Thus, while in operation, if the oil supply should fail or run low, or-if for some cause the hydraulic chamber should drain due to long non-use of the engine, the valve lifter will function as a conventional tappet without serious harm, and when the engine is started or the oil supply is again available the tappet will immediately pick up oil by sucking it in and resume its function as a compensating device. This feature is also a great advantage in assembling the tappets in an engine. The tappet or lifter sleeve with its self adjusting unit may be put in place perfectly dry and without adjustment. When the motor is started and oil reaches my valve lifters, they will instantly prime themselves and properly start functioning and automatically assume a state of zero-clearance adjustment and no further attention is required.

A further object is to produce a dual or combination hydraulic-mechanical valve lifter or tappet including a novel combination of spring means and compensating parts which exert very little force against the heel of the valve operating cam, whereby my novel device avoids undue friction and wear against said cam during the period the valve is on its seat. Therefore, the cam followers of my tappets have a period of rest and wear is minimized due to the reduced bearing friction on the heel of the cam.

Another object is to produce a valve lifter having novel overlying self adjusting wedge means confined within a guide chamber and defining therein the compensating hydraulic lift chamber of relatively small internal'volume, the greater portion of the load or expansive forceand pressure, as exerted by the spring loaded engine valve, being carried mechanically and positively through the metallic wedge means, whereas only a small portion of said load or pressure in opening the engine valve is transmitted through the hydrocompensating chamber. I employ the hydraulic chamber as an element in the valve lifting means but it lifts only a small per cent of the valve'load. In this way is attained a characteristic and noteworthy reduction of pressure Yon the oil in the hydraulic compensating chamber to minimize the tendency of the oil to emulsify therein and also avoid loss of oil from the chamber when lifting the engine valve off its seat. In this connection, I really employ the hydraulic chamber, the oil therein, to lock or hold apart the wedges in their precisely self adjusted position, whereas the thrust or great load of the cam and engine valve spring is carried directly through the coacting wedge faces which are restrained from slipping or displacement by the sealed incompressible oil body between the wedges.

Another object is to produce hydraulic valve lifter compensating instrumentalities including means acting to positively expel the air, or a maximum portion thereof, from the hydraulic compression chamber, prior to the oil filling operation, and thus avoid entrapping air or occluded gas bubbles, and by which is secured a positive and solid oil or liquid body thru which to transmit the force, or a part thereof, from the rotating cam to the reciprocating valve, to open or actuate the latter against the compression oi' its closing spring.

Pursuant to the foregoing air-expelling function, it is a further object of this invention to produce a hydraulic valve operating device having maximum displacement means by which the volume of the hydraulic compression chamber is reduced to zero or to a minimum space, i. e., minute in volumetric capacity, (or the chamber entirely closes or disappears for complete displacement) upon the rst turn of the engine cam, preliminary to sucking a charge of oil into the maximum displacement oil chamber, andin this way the air is initially expelled from the hydraulic compression chamber 'and thus said chamber is conditioned to receive and retain a solid body of air-free oil. In this way is minimized the likelihood of the oil becomingy air bound or locked.

amavo aerated and emuisied, and hence I prevent the hydraulic oil body from losing its incompressible characteristics.

The foregoing object, i. e., the attainment of maximum displacement for the hydraulic chamber, can of course be carried out with either a large or small volume hydraulic chamber. I have, however, illustrated my invention with a reducedsize or minimum volume compression chamber of my maximum-displacement type, the object being' to operate the self adjusting unit in the device on a comparatively small oil body and thus make use of a minimum of aerated oil in any event should there be a tendency toward the presence of air.

A still further object is to produce a hydraulic tappet having a comparatively small volume compression' chamber in combination with a substantially large size non-draining oil receptacle or supply, the inlet or feed leading into the latter being located high above the bottom wall of said non-drainable receptacle, and the outlet leading from said non-drain receptacle into the small hydraulic chamber being located near the bottom wall of said receptacle. i

Also it is an object to produce a hydraulic valve lifter having positive stop means within its self adjusting unit so as to limit the range of compensation, whereby the device cannot over-compensate, i. e., will not contract or expand beyond certain limits.

Likewise it is a purpose to produce several forms of self adjusting valve lifters, and to this end there is illustrated a number of examples of construction coming within the scope of my invention to fully show the principles thereof, as set forth in the. accompanying drawings, showing automatic compensating means embodying hydro-mechanical features, as follows:

'I'he first form of the invention is illustrated in Figures 1 thru 8 and which I have sometimes referred to as the fork and wedge type of hydraulic valve lifter.

Figure 1 shows a longitudinal section thru a fragmentary portion of a typical internal combustion engine having poppet type valves and in conjunction with which I have illustrated my invention. V

Figure 2 shows a longitudinal section thru the valve lifter or tappet as taken on the line 2 2 of Figure 1, on an enlarged scale, and removed from its guide in the engine base.

Figure 3 is a cross section on the line 3 3 of Figure 1, with the tappet also removed from its guide in the engine base.

Figure 4 is a cross. section on the line 4-4 of Figure 1, but with the upper one piece double face or fork type compensating wedge member re- I `moved from the tappet sleeve.

Figure 5 is a perspective view of a wedge seat or retaining and guide means therefor, as' removed fromthe tappet sleeve, and within which Vthe self adjusting wedge means is carried to form a compensating hydraulic lifting chamber, and this member also carries the characteristic nonspring closed control valve which admits oil into hydraulic compensating chamber.

Figure 6 is a cluster or exploded view of the tappet parts removed from the lifter sleeve and disposed in aligned' order of assembly, showing the parts, reading from the bottom up, to-wit, the cam follower tappet sleeve, the wedge seat, a ball valve, a compensating spring, the self adjusting wedge pair, and the overlying double faced wedge fork having its lifting stem and guide or retainer guide.`

head which slidably ts in the upper end of the tappet sleeve to enclose the parts named.

Figure 7 is an assembly view of the valve operating mechanism with the hydraulic valve lifter interposed between the spring loaded valve stem and the engine cam, and this View shows the tappet expanded to compensate for a contracted valve stem, as indicated by the reference line X. Figure 8 is a View similar to Figure 7 except that the self adjusting parts have automatically contracted into the tappet sleeve to accommodate a somewhat elongated valve stem, as shown by the reference lineY. The range of several thousandths of an inch variation in length of operating parts is thus diagrammatlcallyshown at XY. A second form of the invention is shown in Figures 9 thru 12 which illustrate important features in a form of valve lifter construction similar to the erst with the exception that this second form shows an enlarged non-draining underneath oil supply chamber-or receptacle below the hydraulic compensating chamber and which always positively insures a full ow of fresh oil to the hydraulic chamber formed by the self adjusting wedges even though the engine has stood idle for a long period and the oil drained away from many of the engine and valve parts. This form of the invention also provides means for oiling the cam from the overflow of oil issuing from the non-draining tappet supply receptacle as an incident to keeping the oil freshly changed in the supply receptacle beneath the compensating chamber.

Figure 9 shows a perspective view. of a compensating wedge means retainer guide or wedge seat having an oil intake neck to project down into the non-draining fresh oil supply chamber and adapted to convey oil to the compensating hydraulic chamber formed in said guide by the wedge means, but with the latter removed.

Figure 10 shows a cluster view of this second form of valve lifter compensating mechanism spread apart in order of assembly.

Figures 11 and 12 are comparative assembly Views of an engine cam and spring loaded valve with the hydraulic lifter interposed therebetween, Figure 11 showing the lifter automatically expanded and Figure 12 contracted to maintain a no-clearance engagement in respect to all parts of a conventional valve operating mechanism. The reference lines X and Y show the range of automatic compensation in these two views.

A third form of the invention is shown in Figures 13 through 18 which illustrate a hydraulic valve lifter embodying a modified form of compensating wedge means of reduced number of parts comprising an upper and lower wedge means each of which has a double acting face.

Figure 13 is a cluster view of the third form showing the compensating mechanism removed from the lifter sleeve.

Figure 14 is an assembly view showing how this or any other form of the hydraulic valve lifter may be used in connection with a rocker arm employed in some types 0f engines for actuating the poppet valves thereof, and Figure 15 is a similar view except that the self adjusting mechanism is contracted to compensate for elongation of the valve operating mechanism. The reference XY shows the variation in length of the push rod and' valve stem.

Figure 16 shows a longitudinal section along the line Iii-I6 of Figure 14 to more fully show the compensating wedge means within its srt-tt Figure 17 is a. cross section on the line Il--I1 of Figure 14 with the push rod omitted and the lifter sleeve removed from its guide in the engine base.

Figure 18 is a cross section on the line I2--I3 of Figure 14 with the upper compensating wedge and push rod removed and looking down on a freely movable ball valve which controls the inlet to the hydraulic self adjusting chamber.

A fourth example of the invention is shown in Figures 19 through 23 and might be referred to as the screw jaw type of self adjusting hydraulic valve tappet.

haust, leading to the. cylinder.

Figure 19 is a cluster view with the compensating parts withdrawn from the tappet sleeve and spaced apart in their order of assembly.

Figures 20 and 21'are valve and cam assembly comparative views showing expanded and contracted positions of the valve lifter to accommodate a contracted valve stem as in Figure 20 and an elongated valve stem as in Figure 21. The spaced reference lines X and Y point out this relationship and shows how the automatic device maintains its no-clearance engagement between the cam and valve stem throughout the XY range of variation in length of parts.

Figure 22 is a cross section on the line 2222 of Figure 20 but with the upper self adjusting screw jaw or wedge means removed from the tappet sleeve to expose the wedge faces of the lower stationary member. l

Figure 23 is a cross section on the line 23-23 of Figure 20 illustrating the two spring means tending to expand the valve lifter by rotating the two screw jaw compensators.

A fth example of construction is illustrated in Figures 24 through 28 and which also comprises a hydro-controlled triple mechanical wedge means designed to compensate for all variations in length of the valve operating mechanism, and wherein the hydraulic chamber is remote from the wedge means.

Figure 24 shows the compensating parts in spaced alignment in the order of their assembly and withdrawn from the tappet sleeve.

Figures 25 and 26 illustrate comparative position and assembly views with the hydraulic valve lifter interposed between the engine cam and spring loaded valve, and the reference lines X and Y indicate, respectively, the valve lifter in its expanded and contracted positions to compensate for contracted and expanded-valve stem conditions.

Figures 27 and 28 illustrate sections on the lines 21 and 28 of Figure 25 with the`lifter removed from its guide in the crank case of the`engine.

The first form of construction in Figures 1 thru 8 In illustrating the several forms of my self adjusting hydraulic valve lifters, I have shown a fragmentary portion of an internal combustion motor in connection with the first form of construction and from which the other forms of these inventions will be readily understood.

Referring now to Figures 1 thru 8, there is illustrated a conventional engine cylinder 2 in which a piston 3 reciprocates and a valve seat 4 dennes a port opening, either intake or ex- A Doppel'- type valve of the usual kind includes a valve head 5 adapted to open and close in relation to its seat 4 and an integral valve' stem 6 reclprocates in its guide 1 carrledonrthe engine. The engine valve I is spring loaded to keep it closed on its seat 4 by a spring 8. A cam includes a heel or drop 9 and a lobe or lift I0 usually integral on the engine cam shaft as will be understood. En-

gine constructions also include a tappet or valve lifter guide I I in which a valve lifter is mounted between the cam 9 and tail end of the valve stem 6. The foregoing is exemplary of standard engine practice.

I are or cup the upper cylindricalend of the guide II to catch oil from the splash lubrication system or other oiling means of an engine and by which to feed oil down into the valve lifter. In the present instance my invention includes a lifter or tappet sleeve I2 having a lower closed end forming a cam follower I3. In operation, my valve lifter I2 transmits the throw or thrust of the cam lobe III to the spring loaded valve 8 to lift the same against the expanding closing force of the engine valve spring 8. In conventional practice, there is always left a few thousandths of an inch clearance between the old form of tappet in the guide II and the end of the valve stem 6 to allow for expansion and contraction due to temperature variations, but in my invention this space is constantly closed throughout all ranges of length change in the valve stem and other mechanism.

My invention, among other things, comprises a combination hydraulic and mechanical self adjusting means carried in the tappet sleeve I2 for transmitting the thrust and carrying the load generated by the valve closing spring 8 and valve opening cam lobe I0. The valve lifter sleeve I2 has external oil grooves I4 extending longitudinally from the upper open end of the sleeve and communicating with a circumferential groove containing holes I5 thru the sleeve wall. This construction provides a system ofv a novel wedge retainer seat and guide means (see Figure 5) made from a cylindrical plug-like member and including a base Il grooved 1ongitudinally at I1 and transversely at I3 to form a system of oil leads to the underneath portion of this wedge seat device I6. This wedge seat I6 has an outside diameter adapting it to a sliding tit into and a stationary position at the bottom of the sleeve I2 and hence on the cam follower I3. The oil grooves I1 and I8 convey oil from the sleeve passages I4 and I5 downwardly along the inner surface of the tappet sleeve I2 to the very bottom orlunderneath portion of the Wedge seat I8.

'I'he plug-like wedge seat I6 is further characterized by a rectangular opening or chambering slot 2I cut from its upper end and extending downwardly and forming a fiat bottom slide surface 22 formed at an angle to the enginevalve stem 6, say at right angles thereto. A compensating or self adjusting pair of plunger-like wedges are slidably mounted upon the fiat seat 22, and also within the slotted opening 2i there is formed a hydraulic compensating chamber of variable capacity as will be described. A valve controlled inlet and valve seat 23 is made centrally through the fiat bottom wedge seat 22 and The inlet 23 includes a'valve seat on which a freely movable ball check or other form -of valve 24 rests to admitan up flow of oil and closes against a reverse now, thus trapping oil of said wedges.

vunit within the slotted above the fiat seat 22. It is signincant that this compensating valve 24 seats or closes the oil inlet port 23 by gravity, or by upward movement of the lifter sleeve, or by hydraulic pressure in the compensating chamberwhich it controls, or by combination of all these factors. Purposely, no spring means is employed to close this compensating ball valve means 24 and hence its action is sensitive and quickly responsive to an unseating tendency to allow oil to passcthe seat 23 and iiow upwardly into the slot 2i and a hydraulic chamber formed therein, as will be explained. The wedge seat. member I6 rests within the sleeve, is stationary therein, and reciprocates therewith.

A self adjusting plunger means in the form` of a wedge pair, comprising two symmetrically formed Wedges 21 and 28, in the nature of rectangular faced plungers, having fiat bottoms 23, are spaced apart with a compensating spring 30 mounted therebetween with the spring ends seated in a socket 3i made in the adjacent faces The wedge pair 21, 28 has its lower flat faces 23slidably seated on the surface plane 22 with one Wedge placedvto either side of the oil inlet 23 and the expansion of the compensating spring 30 tends to thrust the wedges apart in the performance of their compensating function in one direction to automatically adjust outwardly for a contracting valve stem 6, as at the reference line X, yet this spring 38 yields to afford the reverse compensating function to adjust inwardly for an elongating valve stem 8, as at the reference line Y. 'Ihe wedges 21 and 28 have a substantial range of transverse movement atright angles to the axis of the member I6 and its carrier sleeve I2. The limit of their outward movement is defined bythe wedges abutting against the inner wall of the sleeve i2 and the limit of their inward movement is substantially a dead center position, as in Figure 8, where the wedges have practically closed together and compressed the self adjusting spring means 38. Thus a double positive stop is provided for the self adjusting plunger means 21, 28.

.A one-piece double-faced `wedge member or pilot wedge 33 is' carried on the lower end of a thrust post or stem 34 having an upper guide head 35 slidably confined in the upper end of the sleeve i 2 to close the latter. This single wedge 33 is made with angular or forked wing portions operatively disposed in the upper end of the slot 2i of the wedge seat it and embracing or coacting with the lower wedge pair 21, 2li. The three wedge elements have symmetrically coacting angular or wedge faces 36 which cooperate to form an automaticA self adjusting chamber 2i of the wedge seat it. The single spreading double-faced wedge 33 includes the two converging wedge faces 33, meeting or converging centrally at an apex coincident with the axis of the stem 34 and lifter sleeve i 2. The compensating spring 33 tends to drive the two self adjusting wedges 21 and 23 outwardly, thus sliding the coacting wedge faces 33 along the double faced wedge member 33, and thereby urging the latter upward and longitudinally or outwardly of the lifter sleeve i2. Down pressure of the forked wedge`33, caused bythe heavy valve spring 8, sets up a resultant Y closing force against the wedge pair 21 and 23 tending -to actuate them centrally and toward each other to slide them to the apex of the double wedge 33, but the oil entrapped therebetween positively locks them apart.

` The guide head 35 and single\wedge forked member 33 preferably have an outer cylindrical size which closely fit these parts for easy sliding movement in the internal cylinder of the tappet sleeve I2. In other words, the outer vertical faces of the two wings forming the two-faced wedge 33, are cylindrical in form, similar to the head 38, and have a guided fit in the sleeve I2 the same as the head 35. `"Ihe wedge4 member 33 has a vertical oil groove 31 made in each outer vertical cylindrical face to lead oil down to the bottom of the wedge seat I6.

The adjacent parallel or vertical faces of the two spaced self adjusting wedges 21 and 28, together with the upper converging wedged faces 36 of the member 33, as Well as the lower flat face 22, taken all together, define or set ofi' a closed hydraulic compensating chamber 48 of small volume with maximum displacement and of generally rectangular shape, as shown in the assembly views and which varies in size and volume to compensate for contraction and expansion of valve stem 6 and other parts of the valve operating mechanism. The flat vertical faces of all three cooperating wedges 21, 28 and 33 have a close sliding plunger-like or piston fit within the parallel walls forming the slotted opening 2I in the wedge seat I6. 'Ihe compensating wedge set, comprising the three self adjusting members 21, 28 and 33, constitute in effect a three-part plunger means which has a close bearing t within the Islotted member I 6. 'I'he one-piece double faced wedge 33 is adapted to an up and down sliding movement in the chambering slot 2I, while the two symmetrical wedges 21 and 28 are adapted to undergo a transverse sliding movement at right angles to the axis of `the sleeve I2 and stem 34. Through,- out the operative sliding action of all three wedge means, they maintain a close oil tight fit against the Walls of the member I6, and function in eect like a piston in a cylinder except here are employed at sliding surfaces instead of cylindrical surfaces.

The component parts of the self adjusting hydraulic valve lifter, as shown in Figure 6, are mounted in the sleeve I2 as shown in the assembly views, and the outer cylindrical surfaces of the wedge 33 have a free sliding fit in the inside cylindrical surface of the sleeve I2 and likewise for the outer small cylindrical face on each compensating wedge 21 and 28. When assembled the compensating spring 38 keeps the wedges 21 and 28 spread apart under the single wedge 33 and thus bears the stem 34 and head 35 upwardly against the lower end of the 4valve stem 3 to maintain a zero-clearance relation therewith. The parts are made so that when placed in operative relation, the wedges 21 and 28 assume a mid-adjustment position and have a long range of travel in both directions to accommodate maximum contraction and expansion in the mechanism.`

The distance which the two wedges 21 and 28 stand apart determines the low or small volumetric capacity of the valve controlled hydraulic compensating and lifting chamber 40 and, as the wedges move farther apart, they. enlarge this Vchamber and thus produce a suction therein with the result that the ball valve 24 is sensitively lifted oli its seat and fresh oil' flows up thereby locking or positively' holding said wedges apart to fulfill their function of raising and lowering the spring loaded valve 5 in relation to its seat 4 against the powerful closing force of the engine valve spring 8.

'I'he coacting wedge angles or inclined planes at 3l are comparatively flat. I'he steeper the angle, the more pressure there would be exerted on the hydraulic chamber 4U by the sliding reaction of the wedges. Conversly the flatter the angle the less pressure. Consequently, I choose an angle approximately as shown in order to exert a minimum of pressure on the oil chamber 48 and yet an angle sufficiently steep to permit a retracting or approaching movement of the wedges 21 or 28 under the force of the heavy valve closing spring 8, which occurs when the valve stem 6 expands due to a rise in temperature conditions. An angle in the neighborhood of twenty to twenty-five degrees, as measured from the horizontal or a line drawn at right angles to the line of thrust or axis of the valve stem 3, is shown and gives satisfactory results. This angle may be varied somewhat and can be increased or made steeper since the oil in the hydraulic chamber 40 will positively hold the wedges apart to lift the valve 5 and compress its spring 8.

The inclined thrusting and self adjusting surfaces 36 in the compensator unit are found to give very satisfactory operating results with approximately the angular measurement herein disclosed. As an example of the comparatively low pressure exerted on the oil in the hydraulic chamber 40, let us assume that it requires a thrust of 125 pounds to actuate the engine valve 5 in relation to its seat 4. The angular wedge means here disclosed will only transmit about 3 percent of the load pressure to the oil in the hydraulic chamber. kHence conventional valve springs of 125 pounds compressional resistance would only subject the oil to a pressure of 3.75 pounds, but inasmuch as the spring 30 will easily carry part of this load, say 2 or 3 pounds pressure, it is easily seen that only 1.75 or .'75 pounds pressure is ultimately applied against the oil in the hydraulic chamber. In other words, the oil has to stand only 1 or. 2 pounds pressure to hold the wedges 21 and 28 apart while they compress thev 125 pound engine valve spring 8.

In the first form of the invention the supply of oil for the hydraulic chamber 48 flows down thru the sleeve grooves I4 and enters the inside of the tappet sleeve I2 thru the circumferential groove and passage means I5, and thence the oil feeds down thru the grooves 31, I1, Il and then up thru the valve controlled inlet 23 leading to the hydraulic chamber 40. To insure a free flow of oil along these passages, it is preferable to provide vent holes 4I in the lifter head 3B and its stem 34 so as to equalize the air pressure in the sleeve under the head 35 to avoid all possibility of an air lock in order that the oil may run freely down thru the passages and stand available at the ball check valve 24 to be admitted to the chamber 4|I upon the slightest outward movement of the wedges 21 and 28 under the expansive force of the spring 3 0. In other words, the open spaces in-the sleeve are under normal atmospheric pressure to promote the free flow of oil to underneath the wedge seat In operation, the rotating cam lobe I approaches the cam! follower I8 and thrusts the sleeve I2 upwardly and. carries with it the stem 34 and lifts the valve stem 6 against the stiff compression or closing spring 8 thru the agency of the combined hydraulic oil chamber 40 and Wedges 21 and 28. The small measure of oil in the chamber 40, due to the preferably restricted size of the latter, merely serves to keep the plunger wedges apart and substantially all of the thrust delivered from the cam lobe I0 is transmitted thru the coacting wedge faces 36 of the compensator unit, whereas only a small percentage of the load is exerted in the form; of pressure against the oil in the compensating chamber 40. Hence there exists little or no tendency to emulsify the oil because it is not pounded and compressed by the continuously running cam lobe I0. The upward thrust to open the engine valve as well as the downward pressure to close it, is substantially and largely carried on, at or thru the engaged wedge faces 36 made at an angle between fifteen or twenty and say thirty degrees. By eliminating the contiuous pounding and minimizing the pressure on the small body of oil in the hydraulic lifting chamber 40, it follows that the oil is not air soaked and emulsied into a thin jelly-like substance to lose its capacity as an in-compresslble agent to positively hold the wedges 21 and 2G apart, and consequently the wedges perform their function perfectly and do not slip on their seat 22 during normal operation when no compensation is required due to constant engine temperature conditions.

An important structural feature which' contributes to the successful operation of several forms of my invention resides in the fact that the self adjusting Wedge pair 21, 28 has a long range of travel and is multiplied in fact many times over the shorter travel of thesingle wedge 33. I attain this characteristic by the ratio Wedge means. It is apparent that the angle 36 compels an outward sliding or separating movement of many thousandths of an inch for the two compensating members 21 and 28 in order to lift or force the wedge 33 and its thrust stem 34 outwardly one thousandth of an inch. No matter, therefore, how infinitely slight the variation or contraction existing in the valve stem 6, the response is instant in the compensating unit because fractional thousandths of an inch variation are transmitted to the hydraulic chamber in larger measures, many times over, and the ball valve unseats and there occurs a substantial intake of oil, increments which could not be added to the oil already in the chamber except for my amplification of the self adjusting action greatly in excess of the slight change in length of operating parts. This feature also makes for K quick priming and positive filling of the hydraulic chamber when the mechanism is first installed.

It is also noteworthy that there exists a minimum of frictional pressure between the cam heel 9 and the cam follower I3 during the period the valve head 5 is on its seat 4. This mode of operation follows by reason of the fact that the self adjusting or compensating spring 30 is comparatively light, but more particularly because its expansive force is absorbed or taken up and resisted somewhat by the coacting angular wedge faces 36. By the time the self adjusting spring 30 expends its force thru the wedge faces, there is comparatively little reaction pressure from this spring transmitted to the cam heel 9. Hence the cam 9 is rested so to speak and relieved of undue wearing pressure during the time thev heel altares traverses said cam with the result that heat and friction is reduced between the bearing face of the cam t and follower It with the result that oil more readily nds its way to these engaging surfaces so that the wear of these parts is minimined.

, When the valve lifter is first assembled, it is dry, i. e., its small chamber dll contains no oil. The first turn of the cam it causes the plungers il and it to reciprocate toward each other and close up with their adjacent vertical faces coming together. This action displaces or .completely -eliminates the hydraulic, chamber and consequently displaces all air therefrom or a maximum portion thereof. By this maximum displacement function, all air is expelled from the compression chamber. Also the action of the plungers il and 2t coming together provides a stop or inward travel limit to prevent overcompensation in one direction, i. e., prevents contraction of the self adjusting unit into its tappet body or sleeve i2. As the cam I0 continues to turn and its heel t. engages the cam follower I3, the return or compensating spring 30 begins to expand and thereby separates the wedges 21 and 28, thus sucking oil past the ball check 24 into the air-free hydraulic chamber 40. vThe tappet has an outward limit of compensating travel for the plunger means 2l, 28 by virtue of the outer end of each plunger coming into engagement with the inside wall of the sleeve I2, and thereby the self adjusting unit is limited as to its over-compensation in the/other" direction, i. e., expansion outwardly of the sleeve l2. The small volume of oil' now trapped in the compression chamber locks the plunger wedges apart in compensated position, whereby said plungers transmit the lift of the cam lobe at the next and all successive turns of the cam.

The small volumetric capacity of the compensating chamber 40 simply means that the smaller the amount of oil contained therein the smaller will be the amount of air occluded in the oil and the less will be the gas or bubbles liberated bythe oil when it becomes heated and is working under pressure. It is appreciated therefore that the small volume chamber 40, coupled with the fact that this chamber is capable of complete or maximum displacement, constitutes important features of construction and operation in my invention. This principle, by which I havesolved certain problems which heretofore caused failure of long sustained operation of hydraulic valve lifters, is also shown or employed-in the design, construction and operation ofl modified'forms of my invention. A

A description will now bemade of the other forms of the invention, but in doing so the reader will take into account the above description of they iirst form inasmuch as many explanations already given apply in effect to the lsucceeding forms and for that reason certain establ lished principles and modes of operation may hereinafter be only briefly recounted or even omitted where the same are common to the types of valve lifters hereinafter described.

The second form of construction in Figures 9 thru 11 more certain supply, which is always maintained, no matter how long an engine stands idle to afford opportunities for all the oil to drain away from the parts. The same reference characters as heretofore used, are applied to the conventional engine parts, such as the spring loaded valve, its operating cam, and other standard parts.

d tappet sleeve 4i is very similar to the former lifter sleeve l2 and has a closed bottom tt as a cam follower and an open upper end to receive a compensating unit to be described. This sleeve ti is designed to positively retain a substantially large supply of fresh oil in its lower end and in this connection there are made a number of oil holes 44 thru the sleeve high above the bottom end 43 thereof and Within a circumferential groove 45, thus providing a deep non-draining oil receptacle 48 in the sleeve. Longitudinal oil feed grooves 46 are cut externally in the sleeve from the top end downward and communicate with the groove 45 and holes 44. A single oil discharge passage 41 extends downwardly along the outer surface of the sleeve thru the bottom end 43 thereof. Thus the sle'eve 42 is made with several oil receiving grooves 46 to feed oil into its receptacle 48, but is provided with a less number of grooves, say only one groove 4l opening into the receptacle 48 high above the bottom wall 43, to discharge the overflow or excess oil from the receptacle 48 to maintain a circulation in the sleeve by which to effect a complete change of oil from time to time. In this way, there is always provided a larger inflow of` oil to the non-drain deep receptacle 48 than is afforded by the discharge passage 41 of less conveying capacity than the several feed passages 48. The reciprocating action of the sleeve 42 effects circulation of oil therethru to lreep the supply fresh. Any suitable means may be used to feed oil into the oil inlet 44 placed high in the sleeve 42.

The lifter sleeve 42 is made with a slightly larger upper internal bore than the lower portion which forms an annular shoulder means 49 above the oil feed passages 44 and 45 and which acts as a rest or support for a wedge seat member 5l, shown in Figure 9, and which closes the upper end of the non-drain oil receptacle t8. This wedge guide retainer seat 5| is similar in function to the lrst described wedge seat shown in Figure 5, but isstructurally different in that a long oil inlet necleor tube 52 reaches from the plug' portion 5l down to the bottom of the nondrain oil receptacle 48. The neck 52 has its up- Aper end integrally formed or otherwise secured to the cylindrical base or seat 5I and communicates .with a valve controlled or ball closed oil inlet 53 drilled thru its flat face. Thus oil is sucked up the tube 52 and into a hydraulic chamber formed above the wedge seat 5| The dat bottom wedge seat 5I has upstanding parallel side walls forming a rectangular openingv or chambering slot 54 within its plug-like body and which has a close t within the sleeve 43 and is seated upon the shoulder means 49 above the large underneath oil receptacle 48 and the neck 52 projects down into the oil receptacle 4t. A freely movable ball check valve b5 rests on the `seat 53and normally closes this oil inlet to admit oil up thru the neck 52 Abut prevents a relil verse ow thereof. The Ilower end of the tube 52 is always immersed in oil no matter how long an engine stands unused, because the oil supply rcservoir 48 never drains. The member 5l comprises, in effect, a partition which divides the tappet body or sleeve into a large oil reservoir or receptacle adjacent a small compensating space into which is operatively mounted the self adrests horizontally right above the ball valve 55 and serves to prevent it from falling out of place during assembly operations or during high speed reciprocation of the tappet in event oil has not yet become entrapped in the hydraulic chamber above the ball valve 55.

Next in the assembly, there is provided a single or pilot wedge 59 having wing means and a double wedge face symmetrically formed in respect to the two wedges 51 and embracing or forking over the latter. This double faced wedge 59 rests on top 'of the two wedges 51 within the slot 54 of the seat and wedge retainer plug 5I. The outer surfaces of the winged wedge 59 have a cylindrical bearing and sliding ilt inside the sleeve 42 and its parallel flat sides have a close oil tight sliding flt between the parallel fiat walls defining the wedge slot or chamber 54. Thus is constituted ahydraulic small volume compensating chamber 50 (see Figure 11) formed by the underneath converging wedge surface of the member 59 which constitutes the top closure of the chamber GII, the ball valve 55 and wedge seat forms the bottom closure, and finally the adjacent parallel shorter fiat faces of the two self adjusting wedges 51 form the other closure walls of this chamber 59. The spring 58 is transversely disposed in the chamber 58 over the ball valve 55 and out of engagement therewith to leave it free on its seat 53. The wedge 59 constitutes a valve thrust member to lift the engine valve 8 and a seat against which the tail end of said valve stem rests with no-clearance engagement therewith.

The foregoing self adjusting parts or compensator per` se, comprising the wedge seat 5| together with the double faced wedge 59 and intermediate parts, are mounted in the upper end of the sleeve 42 and anchored on its shoulder 49. The automatic tappet is now complete and ready to be inserted in the tappet guide Il usually formed in the crank case of an engine. The self adjusting parts in the sleeve automatically assume a zero or no-clearance engagement between the engine valve 5 and lifter wedge 59 for the reason that the compensating spring 58 thrusts outwardly on the two wedges 51, thereby moving wedge 59 upwardly until it seats positively against the lower end of valve stem 5. The weight of the sleeve and expansive force of the spring 58 act downwardly on the sleeve 42 to maintain its cam follower 43 in no-clearance ensagement with the cam. Hence the entire valve mechanism is set up without the slightest play, beginning with the running surface of the cam and extending all the way to the face of the valve seat 4 thruout all the mechanism.

In operation, oil is supplied in any suitable manner to the inlets 44 or collects around the upper cylindrical end of the engine tappet guide Il, from other parts of the engine'such as Ythe crank case, and flows downward along the grooves 46 and thru the holes 44 to fill the oil receptacle 48. When this receptacle is filled, the overflow oil discharges outwardly along the groove 41 and pours directly upon the cam 9, Hl to keep it lubricated. It is noteworthy that the lubrication of the cam from the receptacle 48 thru the oil drain groove 41 is very e'ectlve because kthe cam heel is under light pressure and thus readily retains oil t0 lubricate the lobe I0. The self adjusting spring 58 is comparatively light and the wedge means resists its expansive force and the cam follower end 43 bears lightly on the heel 9. The oil supply never completely drains from the receptacle and, inasmuch as the supply neck 52 dips into the lower portion of receptacle 48, it ls apparent that there is always v available a supply of oil to feed upwardly thru the neck into the hydraulic chamber 50.

The rotation of the cam 9, I0 thrusts upwardly thru the lifter sleeve 42, through the shoulder 49, through the wedge assembly, into the valve stem 6 and thus lifts the engine valve 5 off its seat 4 by compressing the engine valve spring 8 which resiliently loads the valve 6 to keep it closed on its seat and maintains the sleeve 42 against the face of the cam as the lobe ID passes beyond the cam follower 43. Invevent the compensating mechanism has been assembled in a dryfstate and there is no oil in the hydraulic lifting chamber 60, the downward pressure of the engine valve spring 8 will slide the self adjusting wedges 51 inwardly, followed by the reverse motion thereof as soon as the cam heel 9 traverses the follower 43. Two or three of these pumping or plunging actions, as effected by the pistonA or plunger wedges 51 plunging back and forth in the space 54, quickly fllls the hydraulic chamber 59 with oil by suction. The ball check valve 55 is sensitive to the upward inflow of oil drawn thereinto by suction of the plunger wedges 51 or forced in by atmospheric pressure. Instantly the chamber 50 is filledy with oil, there remains no more lost motion between the cam follower 43 and its driving cam or between the valve stem 6 'and its wedge 59, and the device is set for constant operation.

An angle'sufciently steep is chosen for the coacting wedges 51 and 59, as already explained in the first form of the invention, which effectively reacts thru the incline planes of the three wedges 51 and 59 to slide the piston wedges 51 together in event no oil is entrapped in the chamber 50 formed therebetween. Their next outward stroke primes or fills the chamber 50. 'Ihls angle is not made too steep for that would place too great a pressure on the oil in the chamber 59. On the other hand, the angle is properly designed as not being too flat because it is desired that the wedge pair 51 have considerable relative motion along the flat bottom surface of the seat 5I in event no oil is in the hydraulic chamber 5|) by which to pump oil up into that chamber. In other words, an angle somewhere between 15 or 18 to 25 or 35 degrees, measured fr om the horizontal, may be used but the angle shown of approximately 22 to 24 degrees, or thereabouts, gives very satisfactory operation, and affords the wedge pair 51 a proportionately greater self adjusting movement than the shorter variation in length of the valve stem 6 and other parts due to changes in' temperature.

In event the valve stem 5 gradually shortens, as in Figure 11 by cooling off, the compensating spring 58 gradually thrusts the wedges 51 apart, moving them several thousandths ofv an inch more than the valve stem 6 contracts, thereby drawing oil from the supply receptacle 48 upwardly thru the tube 52 into the chamber 60 to keep the wedges 51 hydraulically locked in their outermost self adjusted position. As the lobe l0 thrusts upwardly on the sleeve 42, the pressure or force is comparatively light on the oil in `the chamber 66 because most of the thrust is carried thru the wedge pair to the valve stem engaging wedge 59. The plunger wedges have outer stop means to limit their self adjusting movement in that the outer end of said wedges come to rest against the inner cylindrical wall of the sleeve On the other hand, should the valve stem 6 elongate, as in Figure 12, then the powerful force of the valve closing spring 8, acting thru the inclined plane of the self ladjusting wedge means, i. e., the wedge 59 bearing heavily on the two slidable wedges 51, causes the latter to slidably approacheach vother since the closing force of the spring 8 is sullcient to enforce a creeping approach movement of the two wedges 51 by compressing the yieldable spring 58. The two plungers 51 have an inward travel limit or stop function when they meet at the apex of the pilot wedge 59. Of course; the closing or approach action of the adjusting wedges 51 is resisted by the oil in the chamber 60 but the increased pressure thereon becomes so great, due to the gradually increasing, length of the valve stem 6, that the oil leaks out of the chamber 60 along the sides of the wedges or even past the ball valve. In fact it-is not necessary to make the wedge set 51 and 59 with such a close `and tight fit in the seat 5l and its channel 54 that no liquidv can escape from the chamber 60 sincethe viscosity of the oil retards its escape. Furthermore, the engine valve opening and closing action by the cam lll is so rapid that'no appreciable amount of oilhas time to escape from the chamber 66 y during any one valve opening action, and for the further reason that littlel force' or pressure is normally appliedto the hydraulic chamber due `to the greater portion of the load being carried on the wedges. inasmuch as the valve stem elongation is slow and gradual, it follows that enough oil leaks out of the chamber-6|) during the slow expansion of the valve stem 6 to accommodate its increased length. The valve loading l spring 8 is of suiiiscient strength to always bring the engine valve head 5"to its seat 4 by keeping the volume of oil in the chamber 60 reduced to a point just where the valve 5 will seat, but no further reduction can be effected inasmuch as the selfA adjusting spring 58 always keeps the plunger-like wedges outwardly disposed, Vlimited only by engagement of the wedge 59 against the.

valve stem 6.

48, in combination with the rcomplete closing ,f

movement` of the compensating plungers 51 acting till theymeet at the apex of the pilot wedge '.59ycausing displacement of the air from the chamber 60y on the first turn of the cam lobe |0,' producesahydraulic valve liftery ofl dependable and unfailing performance. -Since the airis The spaced reference lines XY show the varial tion in length and range of change in both the The third form of construction in Figures 13 thru 1s 'I'his form of the invention is similar in principle but modified in structure over the species heretofore described and I have shown it in connection with an overhead rocker arm type of valve operating mechanism for valve in the head types of engines. As a matter of fact, however, my other valve lifters are also Well adapted for use in conjunction with rocker arm typesuof valve mechanism.

'I'here is shown a rocker arm 62 of standard form adapted to actuate a valve 63 ,loaded or closed by its spring 64. The latter parts are y broken away inasmuch as they are not necessary foran understanding of this hydraulic form of valve lifter, and in fact the rocker arm 62 is merely shown for the purpose of bringing out the general purpose of an unusually long push rod 65 which is subject to considerable variation in length resulting from temperature changes due to its considerable length required to reach from the cam shaft in the engine up to the rocker arm on the cylinder head. A valve lifter or tappet guide 61 is carried by the engine in the usual way and in which the lifter or tappet sleeve reciprocates, and a cam shaft is provided with a cam having a lobe 68 and heel 69. The automatic self adjusting valve lifter constituting the invention is maintained in ncl-clearance engagement with and between the push rod 65 and cam means 68, 68. The upper end of the guide 61 is ared or cupped to collect oil from the splash or other lubricating system of the engine to feed oil downwardly to supply the hydraulic self adjuster unit.

A valve lifter sleeve 10 is constructed similar to those heretofore described and has its lower lclose|:l,end 1I 'constituted as a cam follower while ,its other end is open for the reception of the self adjusting parts. 'I'his sleeve 16 is made with a number of external oil grooves 12 leading downwardly to a passage in which are made a number of Aapertures 13 which pierce the wall of the "sleeve, The grooved and apertured'sleeve 161s adapted to reciprocate in the tappet guide 61 and the passages feed oil to the inside lower end of the sleeve where the oilv is available to fiowinto a hydraulic lifting chamber to compensate for contracting and expansion of the push rod 66 and other parts of the engine or mecha- .A wedge retainer or seat is provided for" holding the self adjusting members in place and l,comprises a cylindrically shaped plug-like member 14 similar to that already `explained in Figures `5 'and 9.A It has a atbottom seat V15at the lower part of andfwithin spaced parallel l,upstandin'g walls 1s defining a deep channel to movabiyearry a self adjusting wedge set or pair as will be `ex;-

K plained. This-wedge guide .14 is also grooved vertically and horizontally ,on its cylindrical ;bottom surfaces, as indicated at 11, by which to feed oil from the sleeve holes 13 down underneath thereof and up through an oil inlet and past a ball valve seat 18 and thence into a small volume hydraulic lifting compensating oil chamber 19 (see Figure 14) formed within its walls 16.

A freely movable ball check 8| seats ,on and closes the oil inlet 18 which is thus valve controlled to admit oil into the chamber 19 formed by a set of interfitting self adjusting wedge means and also by the walls 16 of the wedge seat 'as will be described. The ball 8| is free in the opening 18 and closes by its own weight or by the pressure of oil thereon.

A pair of automatically compensating interfltting wedges 82 and 83 are operatively mounted in the channel 16. The wedge 82 is adapted as an underneath member and undergoes slidable adjusting movement along the flat face 15 across the valved inlet 18 and transversely of the push rod and its line of thrust from the cam lobe 68. The upper wedge 83 undergoes a resultant adjustment travel in the sleeve 10 at right angles to the movement of the lower wedge 82 and hence axially in respect to the push rod 65 to maintain a no-clearance engagement with the latter. The two wedge means 82 and 83 have symmetrically engaging complementary faces 88 inclined to the axis of the push rod 65 and which slidably t together with a liquid tight seal. They also have parallel vertical flat faces 84 defining two of the walls of the hydraulic chamber 19 heretofore mentioned. In fact, the two wedges have a pair of coacting angular plane faces 80, disposed in staggered relation, the aforementioned vertical faces 84 serving to step or stagger said wedge faces 88 in spaced planes on each plungerlike member.

Each wedge 82 and 83 is made with a spring receiving socket 85 adapted to receive an expanding compensating spring 86, the ends of which' force outwardly to continuously urge or slide the wedge 82 laterally or along its seat 15 transversely to the upper wedge 83 and thereby impart longitudinal movement to the latter in the sleeve 10. The lower wedge 82 is made with an enlarged port opening 81 to pass oil from the valve controlled passage 18 up into the hydraulic chamber 19. The port 81 is suciently large to fully expose the ball valve 8| for all positions of the self adjusting wedge 82 along its seat 15.

The wedge means with its valve and spring assembly just described is mounted within the retainer seat means 14, between the parallel walls 16 thereof, and( the latter two walls close the hydraulic chamber 19 on its sides to complete its formation. The ltransversely movable member 82 slides back and forth on the stationary face 1s above the bau "v ive sl and the latter is quite sensitive since itisA not spring actuated`or pressed. The longitudinally movable wedge 83 is made with a concave pocket 88 to receive the rounded lower end of the push rod 65 and the self adjusting spring 86 acts to keep the upper wedge snugly against said push rod at all times.

The hydraulic valve lifter assembly, comprising the sleeve and its self contained compensating means per se, is mounted in the tappet guide 61 with the cam follower end 1| resting against the cam and the lower end of the push rod 65 resting at 88 against the self adjusting wedge assembly. As soon as oil is received into the chamber 19, the entire mechanism assumes a self adjusted no-clearance working engagement between all parts, from the valve 63 all the way thru the mechanism back to the cam 69. The first few revolutions of the cam lobe 68 will serve to pump or suck oil from the supply passages 12 and 11 up past the ball 8| and into the chamber 19 to positively hold the wedge means 82 and 83 apart in their self attained and adjusted position.

In event the push rod 65 and other parts elongate, as in Figure l5 at the reference Y, it follows that the pressure of the engine valve spring 64 urges the wedge 83 downwardly in the sleeve 19, thereby applying a wedging and creeping force angularly on the lower wedge 82, the result of which is to work or adjust it to the left thereby lowering the upper wedge 83 to accommodate for said increased length of the push rod 65 and other parts, as caused by a rise in operating temperature of the engine. Under great pressure of the engine valve spring 64, the adjacent flat faces 84 of the wedge means are gradually brought together by forcing the oil to leak out past the plunger-like wedges and around the four walls defining the hydraulic lift and self adjusting chamber 19. While the novel plunger means 82, 83 possesses an oil tight sliding t within the ychannelled chamber 16, the oil will nevertheless slowly escape in the minute quantity required during the considerable period that the push rod mechanism is expanding the few thousandths of an inch.

On the other hand, let us assume that the push rod 65 and related operating parts contract or shorten up due to a drop in engine and valve temperature, as in Figure 14 at the pointer g X. Under this condition, the slight play or clearance, which tends to show up between the cam 69 and its follower 1| or between the rocker arm 62 and valve 63 or at 88, results in quick responsive action from the compressed spring 86 to spread the parallel wedge faces 84 apart, by sliding the wedge 82 to the right and the other wedge 83 upwardly to fill the space and follow the receding push rod 65. This operation results in sucking oil up thru the inlet 18 to ll the increased size chamber 19 and hydraulically locking the self adjusted wedge 82 apart in spaced relation from theA longitudinally movable wedge 83, and the latter wedge is unyieldingly held to its push rod seat 88.

Inasmuch as the engaged wedges 82 and 83 carry the greater portion of the load or thrust required to compress the spring 64 and actuate its valve 63, it follows that very little pressure is yexerted on the oil chamber 19 between the wedge faces 84. This reduces the tendency of the oil to escape from the chamber 19 during normal operation in actuating the engine valve 63 against its spring 64 since the oil is called upon to do little work. Furthermore, this reduction' in pressure avoids oil deterioration and emulsiflcation. Also it is not necessary to so accurately and finely grind the plunger wedges and their retaining walls 15 and 16 inasmuch as there exists a minimum pressure tending to force the oil to escape.

The angular relation to the horizontal, as dened by the adjusting inclined planes 80 of the wedges provides an increased ratio of movement for the laterally adjustable wedge 82, as compared to the lesser change in length of the push rod 65 and other parts of the valve mechanism due to temperature variations and wear between the parts. This latter function of amplified self adjustment facilitates the priming of the hydraulic chamber 19, and renders sensitive the ball valve 8| by causing it to quickly unseat and admit a large volume of oil as compared to the extremely small change in length of the push rod 65 and other parts. 'Ihe compensating out stroke of the wedge 82, i. e., its oil suction intake stroke, may be designed to be many thousandths of an inch greater than the variation in length of the operating mechanism, and this design is attained by employing substantially the angle 09 shown on the wedge plunger members. Hence the intake of oil is more definite and certain, and larger increments of oil are drawn` into the chamber 19, than would occur with an ordinary piston and cylinder type of hydraulic valve lifter.

The small volume compression chamber 'I9 means that this form of the tappet operates on a restricted amount of oil to hydraulically lock apart the self adjusting plungers 82 and 89. Consequently little or no entrapped or occluded air is present in the oil drawn into said chamber which itself is free of air, at the instant of primininasmuch as the plungers have the turn of the engine or cam, and thus force out all air preliminary to the priming action.

The fourth form of construction in Figures 19 thru 23 This form of the invention represents a simplifled construction of the hydraulic valve lifter and employs a somewhat different form of self adjusting wedge and hydraulic lifting chamber from that heretofore explained. There are provided two intertting complimentary wedge members having in effect screw-like jaw means. one of which is self adjusting by reason of executing a characteristic combined rotary and 1ongitudinal movement in the tappet sleeve to maintain the no-clearance engagement between all parts, and the other of which is stationary in the sleeve, and bothv have a close Working fit to form a pair of radially disposed hydraulic compensating chambers. In this form. there is a single adjusting member which executes both motions necessary to adjust by the increased travel ratio principle of my invention.

A conventional valve head 09 operates in relation to its seat and has a stem 9| adapted to reciprocate in a valve stem guide 92 under the closing forceof an engine valve spring 93. The lower or tail end of the Valve stem 9| is seated in no-clearance engagement with the hydraulic self adjusting unit carried within a tappet or lifter sleeve 94 which reciprocates within a guide 95 ordinarily formed in the engine crank om where it can collect oil in its flared receiving.

neck from the splash in the crank case or other engine lubricating system. The sleeve 94 has a lower cam follower end 96 which bears with noclearance engagement on a cam including a heel 91 and operating lobe 98. These parts are in effect exemplary of standard practice, and a,

description will now be given of the automatic hydraulic compensating means carried in the reciprocating lifter sleeve 94.

A The cylindrical sleeve 94 constitutes a housing for the compensating mechanism and is made lwith a number of. external longitudinal oil grooves |00 leading from the top open end downwardly to a circumferential groove |0| having oppositely disposed holes |02 located above the bottom wall 96 to convey oil to the inside bottom end of the lifter sleeve 94 forming a non-drain oil receptacle und'er the automatic self adjusting means there in.

A lowermost stationary Wedge member has a cylindrical head |04 with a supporting neck |05 made with an oil linlet and ball valve seat |09 and grooved out at |01 in its bottom for passing oil from the sleeve receptacle up into the neck |05. The member |04 has its counterpart in a twin Wedge head ||3`havlng an upstanding seat'or thrust stem l|4 on which the engine valve 9| rests with zero clearance when the valve 09 is seated. I'he upper face of the head E04, as well as the lower or adjacent face of the cylindrical wedge llt, is formed with two inclined wedge or spiral planes |09, each of which extends degrees around the engaged or adjacent circular face of both heads |04 and i3. The two symmetrical wedge faces |00 are not' unlike a screw having 'a half revolution thread means. Each end of both inclined planes |00 terminates in a vertical shoulder means |09 which is pierced or drilled at ||0 to form a spring receiving socket. `When fitted together the shoulders |09 operate like jaws with a closing and opening motion.

The plug-like member |04 rests in the lower end of the lifter sleeve 94 and has an oil tight fit between its cylindrical surface and the inside of said sleeve, and the member |113 likewise has an oil tight rotary and longitudinal motion fit in the sleeve and is adapted to undergo that motion by reason of itscoaction with the lower member |04. The angle of the spiral plane or planes |00 is chosen as heretofore explained in connection with other forms of the invention. It is desired that the angle |00 be steep enough to initiate down rotary motion of the head ||3 when pressure of the enginevvalve spring 93 is applied thereto. The neck |05 supports the wedge head |04 above the cam follower end 96 and thus is provided the aforementioned adequate size oil receptacle underneath the head |04 to feed oil upwardly thru the neck |05 to the automatic compensating means.

A ball or other form of check valve IIB rests on the seat |06 in the neck |05 to admit oil thru the neck into a hydraulic chamber means 9 and prevents its escape therefrom. A pair of compensating springs are mounted between the adjacent shoulders |09 with the ends of said springs inserted inthe spring seats or sockets ||0 and the expansive force of the springs impress a rotative force onthe self adjusting member i3. The assembly just described comprises the self adjusting 'unit which is mounted in thev sleeve 94. The two springs are under compression and both expand to screw the head i9 relatively on the stationary head |04 thereby forcing it upwardly to maintain the thrusting stem i4 in no-clearance engagement `with the 4engine valve stem 9|.

The self adjusting unit is so manufactured as to normally set the adjacent shoulders |09 in a mid-spaced relation with room for rotative self adjustment of the part H9 in either direction so that it may screw up or down .on the lower wedge |04 and in the sleeve 94. The two sets of spaced jaws |09 in part set olf and. form a restricted size hydraulic chamber means i9 which .has its formation completed by the inside wall of the sleeve. The compensating springs lll tend to`screw the stem ||4 upwardly to accommodate a contracting or shortening valve stem 9| but yield or compress under the greater force of the engine valve spring 93 to force the self adjusting head I3 rotatively downward to compensate for elongation of the valve stem 9|. It is significant that the inside cylindrical surface of the sleeve 94 closes in and completes' the formation of the two hydraulic lift chambers H9 (see Figure 23) which connect radially with the valve controlled oil passage in the neck |05. The volume of the chamber or chambers ||9 increases and draws in more oil as the thrust stem ||4 screws out or upward and decreases and forces its oil out by seepage as the self adjusting member H3 rotates in or downward. Oil within the chamber H9 locks or holds the jaws |09 apart in their spaced adjusted position.

In operation, should the compensating wedges |04 and H3 be assembled in a dry state without oil, the first few turns of the cam lobe 9B will cause oil to be pumped upwardly past the ball valve H6 into the two-part or radially formed hydraulic chamber means H9 by reason of the combined rotative and longitudinal screwing` movement of the double faced Wedge head H3 in the lifter sleeve 94. In other words, if the chamber H9 is dry, the engine valve spring 93 forces the head H3 to screw downwardly, while the lighter compensating springs H1 impart a reverse movement to the member I I3, and thus a spiral pumping action occursl between the self adjusting member H3 and its stationary mating part |04 during rotation of the cam. In this way, oil is sucked from the receptacle I in the bottom of the sleeve 94 up into the chambers H9 to positively hold the spaced shoulders |09 apart by reason of the non-compressibility oil body in the chamber H9, and the self adjusting unit is thus rigidly set up to perform its function of opening the engine Valve against the resistance andload of the heavy spring 93. u

Should the valve stem 9| and other mechanism shorten due to a drop in temperature, the twin springs H1 immediately expand and take up for the space occasioned thereby, while on the other hand, should this valve stem 9| elongate due to a rise in temperature, the greater force of the engine valve spring 93 gradually urges the wedge part H3 downwardly until a small portion of the oil is forced by leakage out from the radial chamber H9 to thus compensate for the increase in length of any parts in the valve mechanism. The pointers XY are shown spaced apart to a somewhatI exaggerated degree to indicate the range of length-variationin the valve operating mechanism and consequently show the range of expansion and contracting in the tappet.

The compression chamber H9 is of comparatively low volumetric capacity and hence it requires little oil to` hydraulically lock apart the relatively rotatable shoulders |09. Furthermore, the pair of shoulders |09 are adapted to coact or close up as shown in Figure 21, on the first half turn of the cam 98, and thus by complete displacement or elimination of the chamber H9, expel the air therefrom. The small measure of oil which now enters this air-free chamber, on the second half turn of the cam, functions satisfactorily free of air or gas bubbles and the oil retains its incompressible character during sustained runs of the engine because such a small volume of oil in the compression chamber H9 contains little occluded air or gas and there is minimum liberation thereof.

The fifth form of construction in'vFfiaures 24 thru 26 This form of the invention embodies principles similar to those heretofore described but the self adjusting unit in the lifter sleeve is characteristically different in structure, and the self adjusting wedges do not form the hydraulic lifting chamber.

A`n engine valve |2| is closed by its spring |22 on its seat |23 in the usual way and is carried in a standard form of guide |24. The engine valve is actuated by a cam having a lobe |25 and heel |26, the combination hydro-mechanical lifter being interposed between the cam and valve stem and reciprocating in the usual form of tappet guide |21.

'I'he component parts of this combination hydraulic and mechanical valve lifter are shown in Figure 24 and include a sleeve |29 as heretofore described and having external oil grooves connecting with apertures |3| piercing the sleeve wall to lead oil from the upper end of the cylindrical guide |21 down into the sleeve |29 to supply oil to the self adjusting unit housed Within the sleeve.

A cylinder-like tube |33 is grooved in its bottom at |34 and rests on the inside bottom end of the sleeve |29 together with a flange |35 at the upper end of the cylinder |33 which holds it in place. This flange is pierced at |36 to admit air to the bottom of the sleeve |29 to equalize the air pressure ther in so that oil will ow freely from the sleeve passages |3| down into the bottom of the sleeve. The cylinder |33 is stationary on the bottom of the sleeve and the flange braces it vertically in place. An oil inlet is made thru the bottom of the cylinder |33 and has an upper ball valve seat |31 to convey oil from the sleeve |29 up into this small compensating cylinder.

A ball check valve |39 closes the seat |31 and is freely movable thereon. The ball closes the oil opening |31 vby its own weight, or by the pressure of oil thereabove, or by virtue of the rapid up-movement of the sleeve |29. It is to be noted that this ball valve, like others heretofore explained, is not spring actuated and hence is sensitive to the slightest suction or intake tendency to draw oil upwardly thru the opening |31. A resilient compensating spring |40 is placed in the bottom end of the cylinder |33 and away from or concentrically with the ball valve |39 so that there is no interference in function between this spring and the ball.

A self adjusting plunger or piston |42 has an upper flat portion or guide |43 which terminates in a wedge face |44. This piston is reclprocable in the cylinder |33 against the coiled compression spring |40 and the spring continuously urges the piston upward in the cylinder to press its Wedge face |44 against a self adjusting Wedge now described and having a similar face designated by the same number.

A self adjusting wedge |45 has a flat bottom |46 which slides laterally on the upper face of the ange |35. This adjusting wedge |45 has an inner wedge face |44 which is the counterpart and made at the same angle as the operating wedge face |44 on the piston |42. The at guide portion |43 of the piston is slidably confined in a guide slot |41 cut inwardly from the longer cylindrical surface of. this transversely slidable Wedge face |44 for both wedge members |43 and |45. The two wedgefaces |44 coact to perform a part of the self adjusting function of this device. The upper face of .the transversely movable self adjusting wedge terminates in an inclined plane or wedging surface |48 which also denotes and denes the angle on `a valve thrusting plug member mounted in the top end of the sleeve to close it.

The aforementioned valve thrusting member |50 has its lower face |48 as the counterpart of the upper face formed on the self adjusting member |45. Thiscylindrical plug-like member |50 slidably fits into the upper end of the tappet ysleeve |29 to enclose all the parts therein and to also act as a thrust seat for the engine valve |2| and is maintained in constant engagement therewith for all variations in length of the valve operating mechanism.

The self adjusting three-element wedge means, together with the cylinder |33, as well as the spring |40 and ball |39, are assembled as the compensator or self adjusting unit within the valve lifter sleeve |29 to complete its organization. Ihe completed device is now mounted in' the tappet guide |2'| as shown and the expansive force of the spring means 40 immediately sets the multiple wedge means |43, |45, and |50 up in operative relation and snugly engages the thrust plug |50 against the tail end of the valve stem |2I. In assembling the parts, oil may as well be poured in the sleeve |29 or into the cylinder |33 under its piston |42, but in any event the first few turns of the cam lobe |25 will act to suck oil past the ball valve |39 until ,the cylinder 33 is full andmo more oil can be drawn. thereinto, whereupon the piston |43 attains a self adjusted stationary position' ready to stand rigid and lift the spring loaded engine valve |2|. If the cylinder |33 is dry when the parts are assembled the eoacting Wedge faces |44 and |48 set up a long stroke reciprocation of the piston |42 which instantly primes this automatic tappet p from the lobe 25 upwardly to compress the spring |22 and open the valve, and the wedging load was applied to the oil.

yIn. event j the valve stern` |2| contracts, or f shcrtens, as in` Figure 25Y at the r ference line X,space [tends to. developbetween the end of the valve stem I`2I` and the thrust plug |50, but

so soon as that occurs thespring |40furges the] piston |42` upwardly, causing they flatV wedging 'therebyurginglthef self adjusting'member |45 to the ieft along its; aangel seat las, This oruaraispriV causes thefcoactingwedge ,faces |48, to effect gal straight upward y'rncvenfient of. theplugz|50 toy .,.flllmin j .the 1VSpritze occasioned: ,by the, ,few ,thou-i' sandths of an inch contraction vin the valve stem |2| which occurs when the engine temperature.

drops. Thus the compensatingspring |40 and the multiple wedge means, comprising the three parts 42, |45 and |50, all coactto automatically self adjust and maintain a positive state of zero lclearance from the valve seat |23 itself right Y. The mode of self adjustment is simply the reverse of that heretofore described, with the exception that oil must now find its way by leakage from under the piston |42. A little oil may escape past the ball |39 and possibly more oil will escape up past the piston |42 because the superior expansive force of the heavy engine valve spring |22 will under all circumstances keep the piston |42 sufficiently downward, with the oil driven from underneath thereof, to always permit the engine valve |2| to softly but positively close on its seat |23. The powerful engine valve spring |22, if the valve is not reachving its seat |23, enforces a right hand creeping movement of the self adjusting wedge |45,-and continues to do` so as long as the valve stem |2| is expanding, The angular faces |44 andl |48 are designed to set up a laterally right hand creeping motion, in the views being described, with a resultant downward creeping motion of the piston I 42, in event the superior pressure of the spring |22 is applied to the plug |50 and this of course happens when the valve stem |2I I increases nnitesimally the slightest amount. Elongation of the Valve stem |2| occurs so slowly and gradually that 'the high speed rotation of the cam and lobe |25 aids by vibration the extremely small creeping movement of the plunger |42 downwardly'and the self adjusting wedge |45 to the right, but the non-compressible oil body under the piston rigidly holds the latter in non-yielding and thrusting position. In this way, the 'automatic self adjusting unit yields, shortens up, or draws into its sleeve |29, in precisely the same and exact proportion and at the same rate as the valve stern |2| expands.

General explanation principles of the inventmz Several types of multiple wedge instrumentalities and sensitive hydraulic chambers have now been described in a number of representative examples of my invention. Itis clear Atherefore that I have combined, into an'operative assembly, both mechanical and hydraulic means, i

and do ynot rely solely on either vto transmit the throwl and load of the cam to the engine valve to actuate it under the loading force of its spring. The design of the several examples which carries the load mechanically, resort being v presented herewith afford a thrust mechanism'.y

had to th/e hydraulic oil body to simplyv maintainy i the selfr adjusting elementsinplace.v While the many advantages of this combination hydro- L|` mechanicalvalve lifter have been `explained,in 'f` connection witheach exampleshown, I will sum-` marize the"modes of operation and other which are conclusively. instructive.

For example, ljthe` parts, `cons'tituting myl alito,- 1 v matic tappets are small in l size and ,the` tappet working preSSur ,need vbe applied '-tofah hydraulic, 'liambsilllattea may l.

" "small,`

`change in length of the train of mechanism to actuate the engine valve, is attained by the inclined planes or wedge faces shown' by which to greatly increase the motion in the self adjusting load carrying unit over the shorter distance traveled by the valve stem or push rod variation.

The valve lifter and its compensating unit possess unusual rigidity to non-yieldingly trans- 'mit the cam throw pressure for the reason that there exists no likelihood of the oil in the hydraulic chamber losing its non-compressible character. The small measure of oil used in the compression, chamber is not whipped and pounded by the heavy engine valve spring from one direction and the high speed cam from the other direction.\ Consequently, no air bubbles are admixed in the oil to emulsify and soften it. Furthermore, and even so, such a condition would not adversely affect the rigidity and operation of the self adjusting units because the extremely light pressure exerted on the oil body in thel hydraulic chamber would be successfully resisted and held by a softened and deteriorated oil mass. 'I'he displacement of the air from the hydraulic chamber, at the instant of priming it, gives an air-free chamber to begin with, and it remains so.

Other advantages and characteristics will become apparent upon understanding thev foregoing and the invention fills a need felt for improvementsin this field. l

What is claimed is:

1. Valve operating mechanism, comprising-in -operatively seated, an oil chamber enclosed between the wedge means and retainer guide, a compensating spring interposed between the wedge pair and urging same apart, an oil supply in the sleeve and valve controlled inlet leading to the o chamber to admit and trap oilv between the wlg pairto hold them in outwardly adjusted pos tion, whereby the overlapping coacting lwedges sustain the pressure and carry most of the load imposed by the cam and spring loaded valve during the open period thereof.

2. Valve operating mechanism, comprising in combination, a spring ioaded'engine valve operable ln relation to its seat, a cam having a lobe and heel, a. lifter sleeve having a cam follower end traversed by the cam, a wedge retainer seat and guide means mounted in the upper end of the sleeve, an oil supply receptacle formed by and within the lower end of said sleeve, a valve controlled inlet, means opening from the wedge retainer seat and guide means down into the receptacle, self adjusting means in the wedge retainer seat and guide means disposed in no-clearance the sleeve axis, a compensating spring interposed between the wedge pair and adapted to move them adjustably outward from each other or yieldingly afford an approaching movement to maintain the aforesaid rio-clearance engagement, a third wedge adjustable longitudinally in the wedge retainer seat and guide means and coacting with the wedge pair, 'a hydraulic compensating chamber formed between the wedge pair Within the wedge retainer seat and guide means and enclosed by the bottom of said third wedge and into which opens the aforesaid valve controlled inlet means to ll the chamber with oil and hold the Wedge pair apart, an oil intake and discharge provided in the sleeve above 'the cam follower end thereof to keep the receptacle full of oil and to discharge oil down on the cam and follower, whereby the rotation of the cam lobe opens the engine valve by thrusting through the wedge pair which takes the major portion of the load and hence the pressure on the oil in the compensating chamber is reduced to a minimum, and whereby the heel of the cam traverses the cam follower with minimum pressure While the spring loaded engine valve is on its seat by reason ofthe wedge pair being seated in the wedge retainer seat and guide means to thus take up the expansive force of the compensating spring and prevent the full force thereof from riding the follower on the cam heel to rest said cam while the engine valve is on its seat, and to enable oil from the receptacle aforesaid to reach the lightly engaging cam heel and follower surfaces.

3. A valve lifter for use in connection with valves and operating mechanismltherefor comprising, a flat seat carried by the valve lifter and at an angle to the axis of the valve to be actuated, compensating devices including wedge means slidable on the seat, additional wedge means engaging the first wedge means and adjusted axially of the valve by the action of the rst wedge means adjusting on its seat, and a hydraulic chamber cooperating with the compensating devices to fix the wedge means in their adjusted position. k

4. A valve lifter for use in connection with valves and operating mehcanism therefor comprising, 'a flat seat carried by the valve lifter and at an angle to the axis of the valve to be actuated, compensating devices including wedge means slidable on the seat, additional wedge means engaging the first wedge means and adjusted axially of the valve by the action of the first wedge means .adjusting on its seat, and oil locked by a hydraulic chamber disposed between the first named wedge means and against which the pressure of the wedge means on the seat is sustained to fix the latter against displacement.

5. A self adjusting valve lifter comprising coacting wedge means having two pairs of complementary faces each pair defining an inclined plane at an angle to the axis of a valve to be actuated, a hydraulic chamber between the wedge means, and a valve controlled inlet and oil sup- .ply means communicating with the hydraulic chamber to feed oil thereinto betwen the wedge l means as the latter adjustably moves in relation to each other.

6. A self adjusting valve lifter comprising coacting wedge means having two pairs of complementary faces each pair defining an' inclined plane at an angle to the axis of a valve to be actuated, a hydraulic chamber between the wedge means, a valve controlled inlet and oil supply means communicating with the hydraulic cham- 

